In an aspect, a system is provided for reducing torsional vibrations for an engine having a crankshaft. The system includes an isolation device, which includes a shaft adapter that is mounted to the crankshaft, a pulley that is rotatably mounted to the shaft adapter, and at least one isolation spring that resiliently transfers torque between the pulley and the shaft adapter. The system further includes a torsional vibration damper that is mountable to the crankshaft. A noise generation space extends axially between the isolation device and the torsional vibration damper. The system further includes a noise abatement ring that extends axially from one of the isolation device and the torsional vibration damper towards the other of the isolation device and the torsional vibration damper, and at least partially radially encloses at least a portion of the noise generation space.

An assembly for a hybrid drivetrain of a motor vehicle, having a first torque transmission device and a second torque transmission device connected thereto so as to transmit torque. The first torque transmission device is arranged to be axially spaced apart from the second torque transmission device and the second torque transmission device has a smaller radial extension than the first torque transmission device. An installation space for a drivetrain device is defined radially above the second torque transmission device such that said drivetrain device is delimited axially by the first torque transmission device. A spacer device is arranged between the two torque transmission devices in the torque transmission path for axial spacing and is designed such that an axially definable minimum spacing between the defined installation space and the first torque transmission device is maintained and has a balancing device for compensating for imbalance of the assembly.

A transmission arrangement for a transmission of a vehicle or the like includes a dividing housing element configured to divide the transmission arrangement into at least one wet space and at least one dry space, at least one torsional damper for damping torsional vibrations, at least one disconnecting device for disconnecting the torque flow of a drive from a transmission input shaft of the transmission, and a mass damper device. The mass damper device is arranged in the torque flow between the secondary side of the at least one torsional damper and the primary side of the disconnecting device. At least one torsional damper is arranged in the dry space, and at least one disconnecting device is arranged in the wet space, and a connection device for an electric machine is arranged in radial direction above at least one of the devices in the same axial plane.

Provided is a torque damper device capable of setting high hysteresis in a wide range and improving assembling property and maintainability of a high friction material for generating the high hysteresis. A torque damper device 100 includes an output hub 104 and a flange 107 between a first input plate 101 and a second input plate 102 rotatably driven by a rotational driving force of an engine. The output hub 104 is formed in a cylindrical shape. The flange 107 is attached to a portion that projects radially outward of the output hub 104. Further, the output hub 104 is formed with a friction plate holder 106 on an outer peripheral surface thereof. The friction plate holder 106 is fitted to a plate-side fitting portion 111a of a first friction plate 111, and is formed to have an axial length longer than a total thickness of the first friction plate 111 and a first intermediate plate 112.

Provided is torsion damper for a vehicle including an output side-flywheel coupled to an output shaft of a driving unit in an axial direction, a first drive plate disposed to be relatively rotatable in an axial direction of the output side-flywheel, a second drive plate disposed to be relatively rotatable in an axial direction of the first drive plate, an input shaft of a transmission being coupled thereto in the axial direction, a first damper member installed between the output side-flywheel and the first drive plate and configured to absorb vibration and impact generated in a rotation direction thereof, and a second damper member installed between the first drive plate and the second drive plate and configured to absorb vibration and impact generated in a rotation direction thereof.

A vibration damping device including a support member rotabable about the center of rotation of a rotary element; a restoring force generation member coupled to the support member; an inertial mass body coupled to the support member via the restoring force generation member; and a guided portion and a guide portion provided alternately on one of the restoring force generation member or the inertial mass body. The guide portion guides the guided portion so the restoring force generation member swings along the radial direction of the center of rotation and the inertial mass body swings about the center of rotation when the support member is rotated. A component of a centrifugal force acting on the restoring force generation member is transferred from the guided portion to the guide portion. The restoring force generation member includes two mass bodies facing each other and disposed on sides of the inertial mass body.

A damper device includes: an input element coupled to an engine via a clutch; an intermediate element; an output element coupled to an input shaft of a transmission; a first elastic body that is disposed between the input element and the intermediate element; and a second elastic body that is disposed between the intermediate element and the output element and that acts in series with the first elastic body. When a total moment of inertia of the output element and a rotation element that rotates integrally with the output element on the engine side with respect to the input shaft is J.sub.2, and a total moment of inertia of all rotation members included between the input shaft and a differential gear coupled to an output shaft of the transmission is J.sub.TM, 0.12J.sub.2/(J.sub.2+J.sub.TM)0.5 is satisfied.

A torsional vibration damping system (7) for a motor vehicle drive train (1) has an input side (14) and an output side (26) connected via a damper unit (27). The damper unit (27) includes two torsional vibration dampers (17, 18) and a vibration damper (19). The damper unit (27) are configured for placement in a wet space (30) of a housing (6).

An overload clutch in a drivetrain having a shaft-hub connection between an input part and an output part is disclosed. The overload clutch includes a press fit including a first contact surface and a second contact surface, wherein at least one of the first contact surface and the second contact surface is coated with a soft metal. For homogenizing a surface pressure of the first and second contact surfaces, an oversize allowance between components forming a shaft and a hub is selected prior to joining the shaft and the hub such that during the joining a yield point of the soft metal is reached or exceeded.

A damper device includes rotating elements including an input element and an output element, first elastic bodies that each transmit torque between the input element and the output element, a plurality of second elastic bodies that act in parallel with the plurality of first elastic bodies when torque transmitted between the input element and the output element is greater than or equal to a predetermined value, and a rotary inertia mass damper. The rotary inertia mass damper includes a sun gear, a carrier that rotatably supports a plurality of pinion gears, and a ring gear that meshes with the plurality of pinion gears and that serves as a mass body. The plurality of second elastic bodies are located at a different position than the plurality of first elastic bodies in a radial direction of the rotating elements and are circumferentially aligned with the plurality of pinion gears.